CN113551032B - Power upshift torque compensation control method for double-clutch automatic transmission - Google Patents
Power upshift torque compensation control method for double-clutch automatic transmission Download PDFInfo
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- CN113551032B CN113551032B CN202110717515.3A CN202110717515A CN113551032B CN 113551032 B CN113551032 B CN 113551032B CN 202110717515 A CN202110717515 A CN 202110717515A CN 113551032 B CN113551032 B CN 113551032B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
Abstract
The invention discloses a power upshift torque compensation control method of a double-clutch automatic transmission, which comprises the following steps: s1, the ECU judges whether the current power upshift is performed, and the subsequent steps are performed when the current power upshift is judged; s2, in a clutch torque interaction stage, torque interaction is carried out by the first clutch and the second clutch, and at the moment: the ECU enters a torque storage mode, the TCU sends a torque reducing request, and the ECU responds to the torque reducing request of the TCU to improve the torque of the flywheel; s3, judging whether the actual gear of the TCU is triggered, and performing subsequent steps if the actual gear of the TCU is triggered; s4, rotating speed synchronization: the ECU exits from a torque storage mode, the TCU sends out a lower torque reducing request to carry out rotation speed synchronization, and the ECU responds to the TCU torque reducing request to reduce flywheel torque and engine rotation speed; s5, a rotational speed synchronization completion stage: the TCU stops sending the torque reducing request, and the ECU executes the peak map torque under the current working condition. The invention realizes that the acceleration speed of the vehicle accords with an ideal acceleration curve in the gear shifting process.
Description
Technical Field
The invention relates to the field of power upshift control, in particular to a power upshift torque compensation control method of a double-clutch automatic transmission.
Background
Each gear of the DCT dual-clutch automatic gearbox is a fixed speed ratio, and when power is up-shifted, the speed ratio is reduced stepwise, so that the torque at the end of the whole wheel is lost in a certain proportion, the acceleration of the whole vehicle is discontinuous, and the drivability and the power performance of the whole vehicle are both unfavorable. The torque converter different from the traditional AT automatic gearbox has a certain torque increasing function, the speed ratio and the clamping force of the CVT stepless gearbox can be continuously changed, and the torque compensation of the wheel end in the upshift process is difficult to achieve based on the existing DCT clutch torque calculation model.
The prior main solution is that the TCU sends a torque increasing request to the ECU when the torque of the accelerator stepping up gear clutch is interacted, the ECU increases the flywheel torque of the engine by increasing the air input of the engine and then increasing the oil injection quantity after receiving the torque increasing request, and the clutch transmission torque increases along with the flywheel torque of the engine, thereby compensating the torque loss of the wheel end to a certain extent. However, this solution has the following drawbacks: (1) The TCU torque up value is calculated based on the engine torque and speed ratio change, wherein the speed ratio of the gearbox is changed in a stepwise manner, so that the torque up value line shape calculated by the TCU is similar to a square wave form, and even if the ECU can completely respond to the torque up value of the TCU, the torque compensation is different from the torque output irregularity according to a certain slope rise under ideal conditions. (2) The ECU responds to the TCU torque increase by increasing the air inflow, a certain hysteresis exists in the rising of the engine flywheel torque in actual expression, and the ECU can not accurately respond to the TCU torque increase value. (3) When the TCU sends torque up, the driver demand torque cannot rise along with the engine flywheel torque, when the rotational speed is synchronous, the clutch torque can be switched from the main reference engine flywheel torque to the driver demand torque, at the moment, the clutch torque can be stepped down, and the clutch torque can not smoothly transition to the engine torque after gear shifting is finished, so that the gear shifting comfort is affected to a certain extent.
Disclosure of Invention
The invention aims to provide a power upshift torque compensation control method of a double clutch automatic transmission, which is used for torque compensation during power upshift and comprises the following steps of:
s1, the ECU judges whether the current power upshift is performed, and the subsequent steps are performed when the current power upshift is judged;
s2, in a clutch torque interaction stage, torque interaction is carried out by the first clutch and the second clutch, and at the moment: the ECU enters a torque storage mode, the TCU sends a torque reducing request, and the ECU responds to the torque reducing request of the TCU to improve the torque of the flywheel;
s3, judging whether the actual gear of the TCU is triggered, and performing subsequent steps if the actual gear of the TCU is triggered;
s4, rotating speed synchronization: the ECU exits from a torque storage mode, the TCU sends out a lower torque reducing request to carry out rotation speed synchronization, and the ECU responds to the TCU torque reducing request to reduce flywheel torque and engine rotation speed;
s5, a rotational speed synchronization completion stage: the TCU stops sending the torque reducing request, and the ECU executes the peak map torque under the current working condition;
the ECU judges the condition of power upshift as follows: when the target gear is increased by 1, the accelerator opening is larger than 5% and the current engine flywheel torque is larger than 5 N.m, judging that the power upshift is currently performed;
the torque reserve mode of S2 specifically includes: the ECU increases the flywheel torque by actively increasing the air inflow, and simultaneously the driver demand torque and the flywheel torque rise; the ECU responds to the torque reducing request of the TCU by adjusting the ignition angle; and S2, in the torque reducing request sent by the TCU, the starting value and the ending value of the torque reducing value of the TCU are calibrated according to the actual working condition, and the torque reducing value between the starting point and the ending point is subjected to linear interpolation processing.
According to the above scheme, the torque during the interaction of the first clutch and the second clutch in S2 refers to the flywheel torque.
According to the scheme, when the ECU exits from the torque storage mode in S4, the ECU stops actively increasing the air inflow, and reduces the flywheel torque and the engine speed by retarding the ignition angle or cutting off the fuel.
According to the above scheme, in the rotational speed synchronization stage described in S4, the second clutch continues to increase with reference to the torque required by the driver to further compensate for the decrease in acceleration of the vehicle in the rotational speed synchronization stage until the flywheel rotational speed and the second clutch rotational speed are synchronized.
An automobile comprising a processor, a memory and a computer program stored on the memory and executable on the processor, which when executed by the processor, performs the steps of the dual clutch automatic transmission power upshift torque compensation control method as described above.
A computer readable storage medium storing a computer program which when executed by a processor performs the steps of a dual clutch automatic transmission power upshift torque compensation control method as described above.
The beneficial effects of the invention are as follows: in the clutch torque interaction stage, the loss of wheel end torque in the torque interaction process is more accurately compensated through an interaction strategy of the ECU and the TCU; the technical scheme adopted by the invention only needs to make small changes on the ECU application layer software module, thereby reducing the research and development test period and cost.
Further, the torque reduction value of the TCU can effectively compensate loss of the break torque in the rotating speed synchronization process through the actual working condition calibration slope, and finally, the acceleration performance of the vehicle in the gear shifting process can be enabled to accord with an ideal acceleration curve by combining a torque compensation strategy in the whole gear shifting process.
Drawings
FIG. 1 is a torque transfer diagram of a dual clutch and engine flywheel end of an embodiment of the present invention;
FIG. 2 is a graph of conventional scheme data characteristics;
FIG. 3 is a graph of data characteristics of an embodiment of the present invention;
fig. 4 is a control flow diagram of an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present disclosure more apparent, the technical solutions of the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present disclosure. It will be apparent that the described embodiments are some, but not all, of the embodiments of the present disclosure. All other embodiments, which can be made by one of ordinary skill in the art without the need for inventive faculty, are within the scope of the present disclosure, based on the described embodiments of the present disclosure.
Referring to fig. 4, a power upshift torque compensation control method of a dual clutch automatic transmission for torque compensation at the time of power upshift, comprising the steps of:
s1, the ECU judges whether the current power upshift is performed, and the subsequent steps are performed when the current power upshift is judged;
s2, in a clutch torque interaction stage, torque interaction is carried out by the first clutch and the second clutch, and at the moment: the ECU enters a torque storage mode, the TCU sends a torque reducing request, and the ECU responds to the torque reducing request of the TCU to improve the torque of the flywheel;
s3, judging whether the actual gear of the TCU is triggered, and performing subsequent steps if the actual gear of the TCU is triggered;
s4, rotating speed synchronization: the ECU exits from a torque storage mode, the TCU sends out a lower torque reducing request to carry out rotation speed synchronization, and the ECU responds to the TCU torque reducing request to reduce flywheel torque and engine rotation speed;
s5, a rotational speed synchronization completion stage: the TCU stops sending the torque reducing request, and the ECU executes the peak map torque under the current working condition.
Referring to fig. 1, based on the DCT fixed structure characteristics and the clutch torque calculation model in the existing TCU software, it is difficult to effectively solve the problem of vehicle acceleration discontinuity during power upshift, taking the fixed throttle 1 upshift 2 as an example, and as known by theoretical calculation and analysis, the torque T is output from the wheel end during 1 upshift 2 out The linearity is reduced, so that the acceleration of the whole vehicle is reduced;
taking a fixed throttle 1 up 2 gear as an example, the analysis is as follows:
T e ＝T t1 +T t2 ，i t1 >i t2
before gear shifting:
T out1 ＝T t1 ×i t1 +0，T t2 ＝0
in the gear shifting process:
T out2 ＝T t1 ×i t1 +T t2 ×i t2
after gear shifting is finished:
T out3 ＝0+T t2 ×i t2 ，T t1 ＝0
it can be derived that:
T out1 >T out2 >T out3
in the traditional scheme, when the torque interaction of the accelerator stepping up gear clutch is performed, the TCU sends a torque increasing request to the ECU, and after the ECU receives the torque increasing request, the engine flywheel torque is improved by increasing the engine air input and then increasing the fuel injection quantity, and the clutch transmission torque is increased along with the engine flywheel torque, so that the wheel end torque loss is compensated to a certain extent. See fig. 2, t 1 At moment, after the target gear 1 is increased and the gear 2 is sent, the clutches C1 and C2 start to carry out torque interaction, meanwhile, the TCU sends out a target torque increasing request, the engine flywheel torque can be increased to a certain extent, and the corresponding clutch total transmission torque can also be increased along with the flywheel torque. t is t 2 At the moment, the torque interaction phase basically ends, the rotational speed synchronization phase is entered, the TCU sends out a torque reduction request for completing the synchronization of the rotational speed of the engine and the rotational speed of the input shaft 2 of the gearbox, the torque and the rotational speed of the flywheel of the engine are simultaneously reduced, and the torque and the rotational speed of the flywheel of the engine are simultaneously reducedDuring which clutch C2 torque calculation will be based primarily on driver demand torque, thereby avoiding power interruption during shifting.
Further, the ECU determines the condition of the power upshift as follows: and when the target gear is increased by 1, the accelerator opening is larger than 5% and the current engine flywheel torque is larger than 5 N.m, judging that the power upshift is currently performed.
Further, the torque reserve mode of S2 is specifically: the ECU increases the flywheel torque by actively increasing the air inflow, and simultaneously the driver demand torque and the flywheel torque rise; the ECU responds to the request for torque reduction of the TCU by adjusting the firing angle.
Further, in the step S2, when the TCU sends the torque reduction request, the start value and the end value of the torque reduction value of the TCU are calibrated according to the actual working condition, and the torque reduction value between the start point and the end point is subjected to linear interpolation processing.
Further, the torque during interaction of the first clutch and the second clutch in S2 refers to flywheel torque.
Further, when the ECU exits the torque reserve mode at S4, the ECU stops actively increasing the intake air amount, and reduces the flywheel torque and the engine speed by retarding the ignition angle or fuel cut.
Further, in the rotational speed synchronization stage described in S4, the second clutch continues to increase with reference to the torque required by the driver to further compensate for the decrease in acceleration of the vehicle in the rotational speed synchronization stage until the flywheel rotational speed and the second clutch rotational speed are synchronized.
According to the technical scheme adopted by the invention, the data of the fixed throttle upshift process are shown in fig. 3, and the fixed throttle 1 upshift is taken as an example, wherein a clutch C1 is a first clutch, and a clutch C2 is a second clutch;
clutch torque interaction phase: when the vehicle accelerates to a 1 liter 2 gear shifting point, the TCU target gear is triggered by 1 liter 2, and the ECU actively increases the air inflow after receiving a TCU target gear signal through the CAN bus and identifying that the power upshift is performed, so that the fuel injection quantity is increased to improve the reserve torque of the engine. Meanwhile, the TCU sends out a torque reducing request, after the ECU receives a TCU torque reducing value and a zone bit signal, the ECU rapidly and accurately responds to the TCU torque reducing request by controlling an engine ignition angle, the starting value and the ending value of the TCU torque reducing value at the stage are calibrated according to actual working conditions, linear interpolation processing is carried out on the torque reducing value between the starting point and the ending point, so that the finally output engine flywheel torque is consistent with the TCU torque reducing value, the driver demand torque also rises along with the engine flywheel torque in a certain slope, the torque of the clutches C1 and C2 in the interaction process and the main reference engine flywheel torque are obtained, and the torque output to the wheel end can be correspondingly improved according to theoretical calculation, so that the acceleration reduction of the clutch torque interaction stage is compensated;
and a rotation speed synchronization stage: the TCU actual gear is triggered, the ECU exits the torque storage mode after receiving the 1-2 speed of the TCU actual gear, the air inflow is not actively increased, meanwhile, the TCU sends out a lower torque reducing value, the engine simultaneously reduces the torque and the rotating speed by controlling the ignition angle, oil break and the like, the torque of the clutch C2 continues to increase with reference to the torque required by the driver, and therefore the vehicle acceleration reduction in the rotating speed synchronization stage can be further compensated until the rotating speed of the engine and the rotating speed of the clutch C2 are completely synchronized, the TCU reduces the torque and exits, and gear shifting is finished.
An automobile comprising a processor, a memory and a computer program stored on the memory and executable on the processor, which when executed by the processor, performs the steps of the dual clutch automatic transmission power upshift torque compensation control method as described above.
The foregoing description is only illustrative of the present invention and is not intended to limit the scope of the invention, and all equivalent structures or equivalent processes or direct or indirect application in other related technical fields are included in the scope of the present invention.
Claims (6)
1. A power upshift torque compensation control method of a double clutch automatic transmission is characterized in that: the method is used for torque compensation during power upshift and comprises the following steps:
s1, the ECU judges whether the current power upshift is performed, and the subsequent steps are performed when the current power upshift is judged;
s2, in a clutch torque interaction stage, torque interaction is carried out by the first clutch and the second clutch, and at the moment: the ECU enters a torque storage mode, the TCU sends a torque reducing request, and the ECU responds to the torque reducing request of the TCU to improve the torque of the flywheel;
s3, judging whether the actual gear of the TCU is triggered, and performing subsequent steps if the actual gear of the TCU is triggered;
s4, rotating speed synchronization: the ECU exits from a torque storage mode, the TCU sends out a lower torque reducing request to carry out rotation speed synchronization, and the ECU responds to the TCU torque reducing request to reduce flywheel torque and engine rotation speed;
s5, a rotational speed synchronization completion stage: the TCU stops sending the torque reducing request, and the ECU executes the peak map torque under the current working condition;
the ECU judges the condition of power upshift as follows: when the target gear is increased by 1, the accelerator opening is larger than 5% and the current engine flywheel torque is larger than 5 N.m, judging that the power upshift is currently performed;
the torque reserve mode of S2 specifically includes: the ECU increases the flywheel torque by actively increasing the air inflow, and simultaneously the driver demand torque and the flywheel torque rise; the ECU responds to the torque reducing request of the TCU by adjusting the ignition angle; and S2, in the torque reducing request sent by the TCU, the starting value and the ending value of the torque reducing value of the TCU are calibrated according to the actual working condition, and the torque reducing value between the starting point and the ending point is subjected to linear interpolation processing.
2. The power upshift torque compensation control method for a double clutch automatic transmission according to claim 1, characterized in that: s2, torque during interaction of the first clutch and the second clutch refers to flywheel torque.
3. The power upshift torque compensation control method for a double clutch automatic transmission according to claim 1, characterized in that: and S4, when the ECU exits the torque storage mode, the ECU stops actively increasing the air inflow, and the flywheel torque and the engine speed are reduced by retarding the ignition angle or cutting off the fuel.
4. The power upshift torque compensation control method for a double clutch automatic transmission according to claim 1, characterized in that: and S4, in the rotational speed synchronization stage, the second clutch continues to rise with reference to the torque required by the driver so as to further compensate the acceleration drop of the vehicle in the rotational speed synchronization stage until the rotational speed of the flywheel and the rotational speed of the second clutch are synchronized.
5. An automobile, characterized in that: comprising a processor, a memory and a computer program stored on the memory and executable on the processor, which when executed by the processor, performs the steps of the dual clutch automatic transmission power upshift torque compensation control method according to any one of claims 1 to 4.
6. A computer-readable storage medium, characterized by: the computer-readable storage medium has stored thereon a computer program which, when executed by a processor, implements the steps of the double clutch automatic transmission power upshift torque compensation control method according to any one of claims 1 to 4.
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| CN202110717515.3A CN113551032B (en) | 2021-06-28 | 2021-06-28 | Power upshift torque compensation control method for double-clutch automatic transmission |
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| CN114183523B (en) * | 2021-11-30 | 2023-01-13 | 重庆青山工业有限责任公司 | DCT power gear-up self-adaptive control method |
| CN114623230B (en) * | 2022-03-21 | 2024-02-20 | 潍柴动力股份有限公司 | Vehicle gear adjusting method, device and system and storage medium |
| CN115095654B (en) * | 2022-06-28 | 2023-09-19 | 东风汽车集团股份有限公司 | Synchronous control method for power downshift engine speed of double-clutch automatic transmission |
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| CN105438162B (en) * | 2014-08-29 | 2017-10-27 | 上海汽车集团股份有限公司 | The shift control method and device of double-clutch automatic gearbox |
| CN106870718B (en) * | 2017-03-07 | 2018-07-20 | 安徽江淮汽车集团股份有限公司 | A kind of the upshift control method and system of wet dual-clutch automatic transmission |
| KR102030144B1 (en) * | 2017-12-05 | 2019-10-08 | 현대자동차(주) | Method for controlling shifting of dct vehicle |
| CN109372982B (en) * | 2018-12-27 | 2020-09-08 | 重庆长安汽车股份有限公司 | Control method for power upshift and rotation speed synchronization of wet-type double-clutch automatic transmission |
| CN112682505A (en) * | 2020-12-29 | 2021-04-20 | 安徽建筑大学 | Dynamic gear-up method and device for dual-clutch automatic transmission, transmission and automobile |
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